Muffler for automobiles.



No. 683,860. Patented Oct. I, 190i.

8. D. MOTT.

MUFFLER FOB AUTOMOBILES.

(Application filed Dec. 4, 1900.)

2 Sheets-Sheet I.

(No Model.)

4 INVENTOR.

ATTORNEY WITNESSES:

TN: Remus warns co, PHOTO-LITNO- wAsn'mo'rou. u. c.

No. 683,350. Patented 001:. I, l90l.

S. D. M-OTT.

MUFFLER FUR AUTOMOBILES.

(Application filed Dec. 4, 1900.) I (No Model.) 2 Sheets-Sheet 2.

UMTED STATES PATENT omen SAMUEL D. MOTT, OF PASSAIO, NEW JERSEY, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO MOTORMOBILE COMPANY, OF JERSEY CITY, NEWJERSEY.

MUFFLER FOR AUTOMOBILES.

EQPEGIFIGATIOIXT forming part of Letters Patent N 0. 683,860, datedOctober 1, 1901. Application filed December 4,1900. Serial No. 38,702.(No model.)

To all whom it may concern.-

Be it known that I, SAMUEL D. Mom, of Passaic, Passaic county, NewJersey, have invented certain new and useful Improvements in Mufflersfor Automobiles, of which the following is a full,clear, and exactdescription.

My invention relates to improvements in automobiles, and particularly tothat class of automobiles in which a steam-engine is used in connectionwith a fluid-consuming burner and a boiler and water-tank.

The object of my invention is to produce a vehicle of this class inwhich all the parts of the machine are easily accessible and in whichthe arrangement is compact and durable,with the especial end in view ofproducing a machine which is reliable and which can be operated by aperson not particularly skilled in engineering.

Further objects of my invention are to arrange the parts so that theycan be very conveniently manipulated Where manipulation is necessary andso that the parts necessary to be seen are reasonably conspicuous.

Still another object is to obviate the disagreeable puffing of theexhaust which is common to some vehicles of this class and to cause theexhaust to produce a mere dripping instead of a steam-jet.

With these ends in view my invention consists of an automobile theconstruction and organization of which will be hereinafter described andclaimed.

Reference is to be had to the accompanying drawings, forming part ofthis specification, in which similar figures of reference refer tosimilar parts throughout the several views.

Figure 1 is a sectional side elevation of an automobile embodying myinvention. Fig. 2 is a broken perspective view of the assembled parts,the water-tank being shown in section. Fig. 3 is a broken elevation ofthe water-tank. Fig. 4: is a detail of the means for driving the forcedcirculation-shaft, and Fig. 5 is a broken detail perspective view of thewater-tank and shows the compartments in the lower part thereof.

Obviously the style of vehicle can be departed from to any extent andthe general arrangement of the parts preserved. As illustrated, I haveshown the mechanism of the machine on a very common style of vehicle 13,and this carries the boiler 10, the engine 11, which is pivoted, asshown at 11, and the tank 12, the boiler and engine being beneath themain seat and the tank beneath the rear seat, as shown clearly inFig. 1. The boiler is cased in and has a reduced supplementary casing 14and 15, provided with suitable doors,

In connection with the vehicle I employ many things common toautomobiles of this class-as, for instance, the usual controllinglevers19 and 20, the former connecting by means of the hollow shaft 21 andcrank 22 with the main throttle-valve, while the lever 20 connects withthe reversing-gear (not shown) by means of the rod 23 and theconnecting-rod 24. v

The engine has the ordinary exhaust-pipe 25, which, however, instead ofdelivering into the air or into a common form of muffler delivers intothe muffling-chamber 26, which is a separate compartment below thewaterholding portion of the tank 12, being separated from the tankproper by a horizontal partition, as shown. From the mufflingchamberdepend several drip-pipes 26 ,so that the exhaust-steam which enters thechamber will be condensed, particularly as the top engine exhausts, thesafety-valve being connected by the pipe 28, connection 29, and pipes 30and 31 with the throttle or feed pipe 16. At the end of the pipe 28 Ilocate an ordinary air-valve 32, so that before steam is gotten up airpressure can, if desired, be pumped into the pipe 31 and connections tobe used in the burner to promote combustion until there is sufficientsteam, the air in this case passing through the pipe 31 and minglingwith the oil in the pipe 37, which will be presently referred to. Ofcourse it will be understood that the valve 32 can be located at anyconvenient point in the system where air-pressure will be communicatedto the burner; but the place illustrated is very convenient. The pipe 31conveys the steam or air to the burner, and the pressure is controlledby an ordinary diaphragm 31, which is not shown in detail, but isregulated by a customary hand-screw 31 The diaphragm receivesboiler-pressure through the pipe 40, connecting with the pipe 40; butthe connection may be with any part of the system where boiler-pressurecan be obtained. An extension 30 of the pipe 30 connects with adiaphragm 33, and leading from the other side of the diaphragm is a pipe34, which connects with a pressure-gage 35, this being preferablylocated on the dashboard, where it can be readily seen. Thepressure-gage, the pipe 34, and the front side of the diaphragm-casing33 are filled with some fluid which will not readily freeze, preferablyalcohol, so that pressure is communicated in the same way as if steamwere let directly into the pressuregage. This feature is not shown indetail, as it is illustrated and described in another application ofmine.

The fuel-supply, which is preferably oil, is taken from the reservoir36, which is suspended below the front part of the vehiclebody, and, asillustrated, this reservoir is made almost wholly of glass, so that onecan see just what the fuel'supply is; but obviously the same result canbe had by making either the ends or the sides of glass. In my automobilethe fuel is drawn from the reservoir or tank by a burner analogous to aninspirator, and so it is possible to use a glass reservoir, as it is notnecessary to have air or other pressure within. The fuel is taken fromthe reservoir or tank 36 through a pipe 37, which is also provided witha branch pipe 38, both the main pipe and branch pipe being controlled bycocks, and the pipe 37 leads to the main burner of the boiler, while thepipe 38 leads to the pilot-burner. The steam-pipe 31 leads to the mainburner, and this also has a branch pipe 39, controlled by a cock andleading to the pilot-burner. The steam is intended to mingle with theoil and atomize and volatilize it, so as to produce a gaseoushydrocarbon capable of burning suitably in the burner.

The initial Water-supply for the boiler is taken through a pipe 40,which is controlled by a valve 41; but after the initial supply thewater-supply of the boiler is kept up by a water-feed taken from thereservoir42, the structure and arrangement of the reservoir and itsboiler connections being described specifically in a separateapplication of mine filed simultaneously with this.

The boiler has a forced circulation, the mechanism being turned by ashaft 43, and this is provided with a sprocket-wheel 44, which is looseon the shaft (see Fig. 4) and which connects with the shaft 43 by meansof the ratchet-wheel 45 on the shaft and the pawl 46 on the sprocketwheel 44. The sprocket-wheel 44 is driven by a chain 47, connecting withthe sprocket-wheel 48 on the driving-shaft 49 of the engine. The objectof the ratchet connection with the shaft 43 is to provide means fordriving the forced circulation only when the Vehicle is being movedforward, so that if the reversing-gear is applied the sprocket-wheel 44will turn loosely and the circulation will not be forced in the wrongdirection. The water-supply pipe 40, referred to above, takes water froma separate compartment 40, arranged horizontally in the lower part ofthe tank 12, just above the chamber 26, this compartment communicatingwith the main tank through a hole 40 (Shown in Fig. 5.) There is nomeans for circulating the water in the tank, and the arrangement justdescribed prevents the whole body of water from being heated to anyextent, as the heat from the exhaust or blow off steam will be absorbedmostly by the wa-- ter in the compartment 40.

The boiler is provided with a low-water indicator (not shown) whichoperates the shaft 50, this being mounted in suitable supports 51 andhaving at one end a crank 52, con nected with the water-indicator, andat the other end a crank 53, which moves a connecting-rod 54, and thelatter is pivoted in turn to the pointer or hand 55, which moves overthe graduated scale 56, and so indicates the amount of water in theboiler. This indicator or scale 56 is located 011 the dashboard, so thatit may always be seen by the driver. These dashboards on automobiles areoften made of celluloid, and it is my intention to have the scale 46cased in, but by a transparent casing which may be a film of celluloid,and as lanterns are used on the vehicle the driver can see through thetransparent cover and notice the condition of water in the boiler eitherat night or in the daytime.

The vehicle has the customary steering-lever 58 and foot-brake lever 59,and I have also shown it with the ordinary driving-gear 60, connectingthe driving-shaft 49 and the rear axle; but obviously these details maybe changed without affecting the principle of my invention.

Having hus described my invention, what I claim, and desire to secure byLetters Patent, is-- i 1. In an automobile, the water-tank having aplurality of horizontal compartments therein, thelower serving as amuffiing-chamher for the exhaust and blow-off: of the vehi- IIOcommunicating with the water-holding por tion of the tank, and the otherserving as a muffiing-chamber and having drip-openings therein, afeed-water pipe communicating between the tank and boiler, and theblow-oft and exhaust pipes discharging into the muffling-chamber.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

SAMUEL D. MOTT;

Witnesses:

J OHN D. GRIFFEN, V. 13. HUTCHINSON.

